WO2000064566A1 - Installation pour nettoyer les gaz d'echappement issus d'un moteur a combustion interne et procede pour faire fonctionner une telle installation - Google Patents

Installation pour nettoyer les gaz d'echappement issus d'un moteur a combustion interne et procede pour faire fonctionner une telle installation Download PDF

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Publication number
WO2000064566A1
WO2000064566A1 PCT/EP2000/002525 EP0002525W WO0064566A1 WO 2000064566 A1 WO2000064566 A1 WO 2000064566A1 EP 0002525 W EP0002525 W EP 0002525W WO 0064566 A1 WO0064566 A1 WO 0064566A1
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WO
WIPO (PCT)
Prior art keywords
storage
catalytic converter
catalyst
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2000/002525
Other languages
German (de)
English (en)
Inventor
Ekkehard Pott
Original Assignee
Volkswagen Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Priority to AT00910873T priority Critical patent/ATE231023T1/de
Priority to EP00910873A priority patent/EP1175252B1/fr
Priority to DE50001102T priority patent/DE50001102D1/de
Publication of WO2000064566A1 publication Critical patent/WO2000064566A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/02—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the distance of the apparatus to the engine, or the distance between two exhaust treating apparatuses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters

Definitions

  • the invention relates to an arrangement for cleaning an exhaust gas of an internal combustion engine, in particular from motor vehicles, and a method for operating such an arrangement with the features mentioned in the preamble of claims 1 and 12, respectively.
  • An operating mode of the internal combustion engine can be described, inter alia, by a ratio of an oxygen concentration to a fuel mixture concentration.
  • a so-called lambda value reflects the stoichiometric relationships of these two components.
  • the concentration of oxygen is greater than the concentration of the fuel mixture, then lambda is> 1 (lean mixture). If the oxygen concentration is disproportionately increased, the NO x concentration can increase to an increased extent.
  • CO and CH can be converted into carbon dioxide and water by oxidation, and such a reaction can be supported by suitable catalysts.
  • suitable catalysts On the other hand, it is known to reduce NO x back to nitrogen in a reductive atmosphere using suitable catalysts.
  • Such catalyst systems can also be combined and then form so-called 3-way catalysts.
  • the resulting NO x is accordingly stored in the NO x storage catalytic converter.
  • the absorption is limited in an absolute storage volume of the NO x storage catalytic converter.
  • the storage capacity of a NO x storage catalytic converter is also temperature-dependent. This means that the NO x is released again above a desorption temperature (even in a lean atmosphere).
  • the internal combustion engine must be operated again in a rich atmosphere after reaching or exceeding the desorption temperature. Accordingly, an arrangement away from the engine of the NO x storage catalytic converter would be advantageous.
  • an arrangement of the NO x storage catalytic converter close to the engine is favorable in order to enable the catalytic converter to start up quickly, since it only shows sufficient activity in a temperature range of approximately 250 to 500 ° C.
  • the invention has for its object to provide a catalyst system which enables the operation of the internal combustion engine in a lean atmosphere to a much greater extent without having to put up with disruptive NO x emissions.
  • this object is achieved by an arrangement for cleaning an exhaust gas of an internal combustion engine, in particular in motor vehicles, with a catalyst system arranged in an exhaust gas duct, with the features of claim 1, and by a method for operating such an arrangement.
  • the catalyst system in the flow of the exhaust gas comprises a first NO x storage catalyst and at a distance from this a second NO x storage catalyst, it is possible to leave the internal combustion engine in an operating mode under a lean atmosphere for significantly longer.
  • such a catalyst system additionally contains catalysts which enable oxidation of the reductive components CO and CH. These can be combined with a NO x catalyst as 3-way catalysts.
  • a 3-way catalytic converter is additionally integrated near the engine in the exhaust gas duct, so that in this case the catalytic converter system comprises a total of three catalytic converters.
  • the two downstream catalysts in the flow of the exhaust gas are designed as NO x storage catalysts.
  • Such an arrangement oxidizes the reductive gas components (CO, CH) in the area of the 3-way catalytic converter near the engine. Under lean conditions, NO x largely passes the 3-way catalytic converter and is absorbed in the first NO x storage catalytic converter. The previous oxidation of the reductive gas components prevents their competing incorporation into the NO x storage catalytic converter.
  • the composition of the second NO x storage catalytic converter in such a way that it is optimized in accordance with the lower temperatures of the exhaust gas (by the arrangement remote from the engine).
  • the first and the second NO x storage catalyst can be designed differently.
  • a different type of carrier material can provide different temperature stability or the choice of absorbent for the NO x can be varied with regard to the desorption temperature.
  • much lower desulfurization temperatures of the second NO x storage catalytic converter than the first NO x storage catalytic converter can be made possible in this way.
  • the catalyst system comprises additional sensor elements, for example NO x and / or lambda probes (for example broadband or step response lambda probes) and temperature sensors, which enable detection of certain operating parameters in selected areas of the catalyst system.
  • additional sensor elements for example NO x and / or lambda probes (for example broadband or step response lambda probes) and temperature sensors, which enable detection of certain operating parameters in selected areas of the catalyst system.
  • These operating parameters are then transmitted to an engine control unit in a known manner and evaluated.
  • the engine control unit can then optionally regulate the composition of the fuel-air mixture. If the second NO x storage catalytic converter is under a lean atmosphere, there is a risk during the desulfurization of the first NO x storage catalytic converter that the sulfur is stored in the second NO x storage catalytic converter. This can be effectively prevented by two special operating modes that can be controlled with the help of the sensor and control elements.
  • Figure 1 is a schematic sectional view through a catalyst system for a
  • Figure 2 is a schematic illustration of the NO x absorption and NO x reduction in a NO x storage catalyst
  • Figure 3 is a schematic illustration of a sulfur off
  • FIG. 1 shows an arrangement of a catalyst system 10 for cleaning an exhaust gas of an internal combustion engine 12.
  • the catalyst system 10 is arranged within an exhaust gas duct 16.
  • the catalyst system 10 comprises a first NO x storage catalytic converter 18 and a second NO x storage catalytic converter 20.
  • the internal combustion engine 12 can be operated in a total of three different operating modes with respect to a ratio of an oxygen concentration to a concentration of a fuel mixture.
  • the operating mode of the internal combustion engine 12 can be regulated in a known manner via an engine control unit 22.
  • the oxygen content before combustion can be regulated in accordance with a desired operating mode or a performance requirement for the internal combustion engine 12.
  • an air flow within an intake manifold 24 can be controlled in terms of its volume flow by a throttle valve 26, and on the other hand exhaust gas (and thus oxygen-poor air) can optionally be introduced into the intake manifold 24 via an exhaust gas recirculation valve 28.
  • the composition of the exhaust gas can be monitored by a gas sensor element 30. Such regulation is known and will therefore not be explained in more detail in the context of this description.
  • reductive gas components such as CO and CH, occur increasingly in the exhaust gas. Because of their environmentally harmful properties, these should subsequently be removed in the catalyst system 10.
  • NO x is formed during a combustion process and is increased when the internal combustion engine 12 is in a lean operating mode (lambda> 1). This pollutant component is also to be broken down by the catalyst system 10.
  • the catalyst system 10 additionally comprises a pre-catalyst 32 which is arranged close to the engine.
  • the pre-catalyst 32 is advantageously a 3-way catalyst.
  • the catalyst system 10 further comprises also three gas sensor elements 30, 34, 36, which serve to detect the concentration of individual gas components, and a plurality of temperature sensors 38.
  • the gas sensor elements 30, 34, 36 are preferably lambda sensors or NO x sensors.
  • the precatalyst 32 is first heated to a necessary operating temperature (active temperature range) due to its arrangement close to the engine.
  • the heating can be supported, for example, by measures such as spark ignitions, post-injections or the like.
  • the pre-catalyst 32 includes active catalyst components, such as noble metals, that support oxidation of the reducing gas components CO and CH. Furthermore, it can have further catalyst components which facilitate a reduction of NO x .
  • Such a pre-catalytic converter 32 is then a 3-way catalytic converter. However, NO x reduction can only take place in areas in which lambda ⁇ 1.
  • NO x storage catalytic converter 18 contains storage elements for NO x (absorbent). As long as lambda> 1, NO x is sorbed until a given storage volume is exceeded. Shortly before this point in time, the operating mode must therefore be changed to lambda ⁇ 1, in which case the stored NO x on the catalyst components is reduced (regeneration).
  • the first NO x storage catalytic converter 18 is preferably arranged approximately 250 to 1000 mm downstream of the pre-catalytic converter 32.
  • the second NO x storage catalytic converter 20 in turn is preferably 300 to 1500 mm downstream of the first NO x storage catalytic converter 18. Due to the different distances of the individual catalytic converters 18, 20, 32 from the internal combustion engine 12, these have a considerable temperature gradient.
  • the environmentally relevant emissions are reduced by the NO x storage catalytic converter 18 and the pre-catalytic converter 32.
  • Small NO x breakthroughs can be captured by the second NO x storage catalytic converter 20, so that significantly lower NO x emissions can already be achieved here.
  • NO x storage catalytic converters 18, 20 storage of NO x in NO x storage catalytic converters 18, 20 is only possible up to a desorption temperature (here approximately 500 ° C. for the first NO x storage catalytic converter 18).
  • the NO x is released again above the desorption temperature. Therefore, when operating with only one NO x storage catalytic converter, it is necessary to switch back to a rich working mode before the desorption temperature is reached. This leads to increased fuel consumption and to a lower efficiency of the internal combustion engine 12.
  • the internal combustion engine 12 can then be operated in a lean working mode until the desorption temperature on the second NO x storage catalytic converter 20 is exceeded or its storage volume is exhausted.
  • the regeneration of the NO x storage catalytic converters 18, 20 must take into account the sometimes longer exhaust gas paths and an oxygen storage capacity of the catalytic converters 18, 20, 32 by adapting the regeneration times and / or a regeneration threshold value for lambda.
  • NO x storage catalysts 18, 20 can be designed in different ways, particularly with regard to the desorption temperature, storage volume, temperature resistance or their active temperature range. The processes taking place are briefly illustrated below with reference to FIG. 2.
  • NO x storage catalysts 18, 20 usually consist of a carrier 50, on which an active layer 52 is applied.
  • the carrier 50 can consist of high-melting metal oxides, such as aluminum oxide, zirconium oxide or the like.
  • Layer 52 contains the absorbent and the catalyst components in a homogeneous or heterogeneous distribution. Barium oxide can be used as the absorbent, for example, while noble metals such as platinum, palladium, rhodium or also rare earth metals are used to provide sufficient catalytic activity.
  • the desired properties can be predetermined by suitable selection of the individual components of such a NO x storage catalyst. It is particularly advantageous if the active temperature range and the desorption temperature for NO x , SO2 of the second NO x storage catalytic converter 20 are lower than that of the first NO x storage catalytic converter 18.
  • physical variables such as the number of cells or wall thickness can also vary become.
  • NO is catalytically oxidized by oxygen in NO2 and stored in the form of nitrate in layer 52 (chemisorption). If Lambda ⁇ 1, nitrate is converted back to NO2 and converted into nitrogen and carbon dioxide and water by the reducing gas components HC and CO.
  • Sulfur is a component of many fuels.
  • SO2 is formed, which is bound in the lean atmosphere by oxygen to SOSS and then as sulfate in the layer 52 ( Figure 3).
  • this leads to increased aging processes with crack formation, and on the other hand, an active surface is reduced.
  • the sulfate can be reduced back to SO2 (desulfurization / sulfate drop).
  • a switch to a rich working mode can take place to very low lambda values (0.65 to 0.9), likewise until the second NO x storage catalytic converter 20 is completely flowed through with low-oxygen exhaust gas.
  • the sulfate is mainly reduced to H2S.
  • the second NO x storage catalytic converter 20 is already under a rich atmosphere within this period.
  • the concentration of selected gas components in front of and behind the NO x storage catalytic converter 20 is detected by the gas sensor elements 34, 36. Furthermore, the temperatures of the exhaust gas can be detected at selected points by the sensors 38. The detected signals are detected and evaluated in the engine control unit 22. A working mode of the internal combustion engine 12 is then specified via the engine control unit 22. In this way, certain procedures such as regeneration, desulfurization, cold start or the cooling process can be controlled and initiated.
  • both NO x storage catalysts 18, 20 are desulfurized at the same time in order to keep fuel consumption as low as possible.
  • such NO x absorbers can be used in the NO x storage catalytic converters 18, 20 whose desulfurization temperature differs according to a temperature gradient between the NO x storage catalytic converter 18 and the NO x storage catalytic converter 20 during the desulfurization.
  • a precise desulfurization characteristic of the two NO x storage catalysts 18, 20 can be matched by a correspondingly different washcoat composition or type, amount or dispersion of the noble metal components or the application of the washcoat, noble metal, NO x storage and aggregate components to the Carrier 50 are affected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne une installation pour nettoyer les gaz d'échappement issus d'un moteur à combustion interne, notamment de véhicules automobiles. Ladite installation comprend un système catalyseur qui est situé dans une conduite de gaz d'échappement et permet de réduire la proportion d'oxyde d'azote (NOx) présente dans les gaz d'échappement. La présente invention concerne également un procédé pour faire fonctionner une telle installation. Selon l'invention, le système catalyseur comprend un premier catalyseur accumulateur de NOx (18) et, à distance de celui-ci, un second catalyseur accumulateur de NOx (20), dans la zone d'écoulement des gaz d'échappement.
PCT/EP2000/002525 1999-04-24 2000-03-22 Installation pour nettoyer les gaz d'echappement issus d'un moteur a combustion interne et procede pour faire fonctionner une telle installation WO2000064566A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT00910873T ATE231023T1 (de) 1999-04-24 2000-03-22 Anordnung zur reinigung eines abgases einer verbrennungskraftmaschine und verfahren zum betrieb einer solchen anordnung
EP00910873A EP1175252B1 (fr) 1999-04-24 2000-03-22 Installation pour nettoyer les gaz d'echappement issus d'un moteur a combustion interne et procede pour faire fonctionner une telle installation
DE50001102T DE50001102D1 (de) 1999-04-24 2000-03-22 Anordnung zur reinigung eines abgases einer verbrennungskraftmaschine und verfahren zum betrieb einer solchen anordnung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19918756A DE19918756A1 (de) 1999-04-24 1999-04-24 Anordnung zur Reinigung eines Abgases einer Verbrennungsmaschine und Verfahren zum Betrieb einer solchen Anordnung
DE19918756.8 1999-04-24

Publications (1)

Publication Number Publication Date
WO2000064566A1 true WO2000064566A1 (fr) 2000-11-02

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PCT/EP2000/002525 WO2000064566A1 (fr) 1999-04-24 2000-03-22 Installation pour nettoyer les gaz d'echappement issus d'un moteur a combustion interne et procede pour faire fonctionner une telle installation

Country Status (4)

Country Link
EP (1) EP1175252B1 (fr)
AT (1) ATE231023T1 (fr)
DE (2) DE19918756A1 (fr)
WO (1) WO2000064566A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007001500A1 (fr) 2005-06-21 2007-01-04 Exxonmobil Research And Engineering Company Procede et appareil de reduction des nox par une premiere et une seconde catalyses
WO2007145548A1 (fr) * 2006-06-13 2007-12-21 Volvo Lastvagnar Ab Système de catalyse pour diesel
US7506502B2 (en) 2003-09-24 2009-03-24 Toyota Jidosha Kabushiki Kaisha Exhaust gas purifying system for internal combustion engine
US7743602B2 (en) 2005-06-21 2010-06-29 Exxonmobil Research And Engineering Co. Reformer assisted lean NOx catalyst aftertreatment system and method

Families Citing this family (23)

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Publication number Priority date Publication date Assignee Title
DE19961165A1 (de) 1999-12-17 2001-08-02 Volkswagen Ag Verfahren zur Entschwefelung eines in einem Abgaskanal einer Verbrennungskraftmaschine angeordneten NO¶x¶-Speicherkatalysators
DE10059791B4 (de) * 2000-12-01 2010-06-10 Volkswagen Ag Verfahren und Vorrichtung zur Entschwefelung eines Vorkatalysators
DE10115967B4 (de) * 2001-03-27 2014-01-09 Volkswagen Ag Verfahren und eine Vorrichtung zur Nachbehandlung eines Abgases
DE10122300A1 (de) * 2001-05-08 2002-11-21 Daimler Chrysler Ag Katalysatoranordnung für einen direkteinspritzenden Ottomotor mit NOx-Speicherkatalysator
JP3632614B2 (ja) * 2001-05-11 2005-03-23 日産自動車株式会社 内燃機関の排気浄化装置
DE10226206A1 (de) * 2002-06-13 2003-12-24 Volkswagen Ag Katalysatorsystem
DE10243343B4 (de) * 2002-09-18 2008-12-11 Continental Automotive Gmbh Verfahren zur Bewertung eines Drei-Wege-Katalysator
DE10307338A1 (de) * 2003-02-21 2004-09-16 Bayerische Motoren Werke Ag Verfahren zum Betrieb einer Brennkraftmaschine und Abgasanlage für den Betrieb der Brennkraftmaschine
DE102004013165A1 (de) * 2004-03-17 2005-10-06 Adam Opel Ag Verfahren zur Verbesserung der Wirksamkeit der NOx-Reduktion in Kraftfahrzeugen
CN101091039B (zh) * 2004-12-23 2010-05-12 乌米科雷股份两合公司 用于监测氮氧化物储存催化剂的氮氧化物储存容量的方法
US7832201B2 (en) 2004-12-24 2010-11-16 Umicore Ag & Co. Kg Method for regeneration a nitrogen oxide storage catalyst
JP4420048B2 (ja) * 2007-03-20 2010-02-24 トヨタ自動車株式会社 内燃機関の排気浄化装置
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EP1175252B1 (fr) 2003-01-15
DE19918756A1 (de) 2000-10-26
DE50001102D1 (de) 2003-02-20
ATE231023T1 (de) 2003-02-15

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